Hey everyone,

The date finally came for dyno tuning, over the weekend, for my newest and LAST engine going into my EJ1 street car.

Setup details:

- 85 x 87mm GSR B18c
- AEBS Sleeved & O-ringed
- Arias 10.8:1 flat-top pistons & h/d wrist pins
- Manley Turbo-tuff rods
- ACL standard bearings
- Moroso baffled oil pan
- Golden Eagle headstuds
- JE Pro-seal headgasket
- ATI damper

- Stock port GSR head
- Supertech springs/retainers
- Skunk2 flat valves
- ITR cams
- Skunk2 Gen-1 intake manifold
- Hondata I/M gasket
- Skunk2 68mm throttle body
- ID1000's
- AEM fuel rail, FPR & high-flow filter

- Peakboost top-mount
- Garrett GT3076R (.63 a/r)
- 4" downpipe to 3" full exhaust with 3" QTP E-cutout (at end of downpipe)
- Tial 44mm wastegate
- Tial 50mm BOV
- Peakboost 2.5" charge piping
- 24 x 10 x 4.5" S-MAX intercooler
- Go-Autoworks Pro-GT oil/coolant lines & fittings
- Go-Autoworks (modified) street catch can lines & fittings

- LS transmission
- Mfactory 4.7 final drive
- Mfactory LSD
- Synchrotech pro series carbon synchros & hardened shift sleeves
- Speedfactory shift-change holder
- Torco MTF

- Hondata S300 V2
- Hondata CPR kit/K20a coils/B&R billet coil plate and distributor cap
- NGK BKR8EIX plugs
- 60-65psi base fuel pressure

Tuning was done by Kenny S. aka Turbogixxer tuning

Final results:





473whp/330tq @ 18psi on 94oct pump fuel (3500ft elevation)

Timing was low and conservative, engine definitely wanted more, but the pump fuel couldn't handle it and we started noticing slight detonation if we added more timing.

Unfortunately, we do not have E85 available in Canada. Considering the boost/timing trends we noticed during tuning, we speculated, on E85 the setup "should" hit the 550whp range no problem.

I am extremely pleased with the results for a simple street setup, especially considering our high elevation. The car is a monster to drive.

Just need to tweak a few things and dial-in the Boost-by-gear.

Thanks for looking

-Adrian

 

Nice build... Im considering the aem fpr did you notice any issues using that fpr? Just unsure because i have read numerous issues with them

 

Never had any issues with it. Hook up a gauge to monitor your base fuel pressure.

AEM still makes very good products and still feel very comfortable, to this day, to run them.

 

AEM really only licenses products from other companies, puts their logo on them, and jacks up the price (case in point, the Mac solenoid.. 35 dollars from Mac, over 100 with an aem sticker). not to say some of their products aren't nice, it's just that they don't really "make" anything. at PRI last year this AEM rep tried to tell me that they make everything in house, until I rattled off every product and the original company. he got a little mad lol.

solid build with great results, awesome power band for a top mount as well. IMO it's all about torque production for a street car and 300lbft at 6,000 isn't too shabby.

replacing the ITR cams with something like GSC T1s along with running e85 would definitely net a huge increase in midrange power and torque output.

also nice to see someone running a large bore. too many people are afraid to go over 84.5 due to internet myth and lore lol. with the right sleeves, o rings, along with a quality headgasket nd headstuds an 85mm bore can be just as reliable as any other bore size.

 

looks really good. I swear Ive seen E85 at some pumps though

 

Nice build man! almost 500 on pump is great... Its really too bad we don't get better gas at the pump. Lots of guys here too with setups limited by pump gas. I missed my appointment here with Kenny in Edmonton, as my car wasn't ready

 

Thanks. I still don't understand the misconception with top-mounts, yes they are typically good for top-end power and you're right, midrange is everything for a street car. I've noticed over the years, that if you do your research and have a well-matched selection of parts to work with, you can have a stout setup with healthy midrange and gobs of power up top. The powerband we ended up with is fantastic and I can take the engine to 9000rpm all day if needed.

I am positive I can improve on this setup quite abit, but I like to see what my engines can do with the parts I have laying around the garage or are easily accessible to me. For a street setup, I feel this is more than enough for FWD.

I wish we had E85 in Canada.

Haven't found any in western Canada. Most places just have 10% Elthanol blend, which is the fuel I am running Husky or PetroCanada 94oct gasoline w/ 10% Ethanol.

Thanks alot, I could have thrown some Q16 in, just to see the numbers, but it is a street car, no point in bothering. I was the organizer of the Calgary session, working with Kenny was great. We were fairly confident I would be in the mid 500 whp range on E85.

Sucks that you missed your tune. According to James and Kenny, they may be setting up another session for Edmonton/Calgary in August. Some people here were not able to make it aswell.

 

Nice build! Looks solid..

Only one question, why the ls trans?

I hope that's on the upgrade list.

85mm too? Didn't know that was safe, good to know tho.

 

The LS trans was a combo I put together for a drag setup.

Gives you a very quick 1st/2nd gear to get out of the hole, then 3rd-4th is identical to a GSR trans for good trap speed.

I ended up not going the full DRAG route and decided to utilize it in my street car. The 3rd/4th are very potent and the 5th gear is still nice and long for cruising.

Call it a "Hybrid" trans, if you will.

85mm is no problem if you have the correct corresponding modifications to prevent cross-cylinder leakage, like an O-ringed block and or a headgasket designed for superior cylinder sealing like a JE Pro-seal. I am running both, an o-ring and Pro-seal gasket with no issues.

To back up the claim, Speedfactory is running 1000-1200whp on the Vibrant SFWD car with an 85mm bore and o-ringed Golden Eagle sleeved block.

 

ahhhhh I knew some gears had to be swapped around in the trans. Not bad.

Good info

 

No gears had to be swapped with others (technically speaking). The LS trans has a 4.4FD from factory.

Swapping in the 4.7FD changes the gear ratios of 1-2nd to be quicker than an ITR trans in comparison and 3-4-5th gears change to be nearly exactly the same as a GSR trans.

 

the problem is the long runners... those long runners allow the exhaust gasses to slow down before they reach the turbine wheel. this of course means slower response and an overall powerband shift to the right.

the long runners also allow the exhaust gasses to cool down considerably given the huge surface area the runners have.

coating/wrapping the manifold and turbine housing will help a lot, however the trend is top mounts for huge amounts of power. for your typical street car a mini ram will still be adequate up to 700hp or so and have much stronger midrange. the ramhorn would bridge the gap between miniram and top mount as far as top end power is concerned.

Most of the time when I see setups with top mounts (that really don't need them) and ask the person why a top mount I always get the same response "it looks cool"

 

Oh, I am well aware of the technical side-effects "associated" with top-mounts. It's the people that preach till they are blue in the face that top-mounts should only be used if you are shooting for 800+ etc. that make it seem like "you just did it for looks" which is a misconception.

I found that, with my setup, the powerband is still very fat and I am putting down very nice torque numbers even with a mid-frame (T3) turbo.

There are lot's of opinions all over the place, some are fact, most are anything but.. Looks like this combination seems to be working well OR the differences between manifold designs aren't as drastic as people think.

 

The differences are subtle. you really only notice at super high power levels were overly system efficiency makes a difference.

 

LS has a 4.266 Final , 4.7 final doesn't change the Ratios of the gears, only changes the speed of the gears

 

nice post & thanks for sharing

 

Car is super clean! Thanks Adrian for the Calgary trip!